Airport Ground Access Improvement Program for California Redwood Coast Humboldt County Airport (ACV)

Part of the Humboldt Regional Transportation Plan, Variety in Rural Options of Mobility (VROOM) Airport Ground Access Improvement Program for California Redwood Coast Humboldt County Airport (ACV) PROGRAM PURPOSE CALIFORNIA MANDATE HCAOG, in its duties as the Regional Transportation Planning Agency (RTPA), must adopt a longterm regional transportation plan, and update it every four years. The RTPA must include in the plan an airport ground access improvement program (AGAIP) for each primary air carrier airport within its planning area (per California Government Code 65081.1(a)). Primary air carrier airports are those that have over 10,000 annual enplanements. The single such airport in Humboldt County is the California Redwood Coast Humboldt County Airport (formerly the Arcata-Eureka Airport), which had 56,682 enplanements in 2013; 51,668 in 2014; and 55,168 in 2015. This AGAIP was prepared during the 2014 update of the regional transportation plan (RTP), the first of HCAOG s RTPs to include an AGAIP; HCAOG has updated the AGAIP in conjunction with updating the RTP in 2017. For preparing an AGAIP, California law ( 65081.1) stipulates that: (b) The program shall address the development and extension of mass transit systems, including passenger rail service, major arterial and highway widening and extension projects, and any other ground access improvement projects the planning agency deems appropriate. (c) Highest consideration shall be given to mass transit for airport access improvement projects in the program. (d) If federal funds are not available to a transportation planning agency for the costs of preparing or updating an airport ground access improvement program, the agency may charge the operators of primary air carrier airports within its planning area for the direct costs of preparing and updating the program. An airport operator against whom charges are imposed pursuant to this subdivision shall pay the amount of those charges to the transportation planning agency. FHWA & FAA GUIDANCE HCAOG follows the Airport Ground Access Planning Guide, (Guide) to prepare the AGAIP. The Guide was prepared jointly by the FHWA and FAA in 1996. Although the guide is old, its basic information still applies to current circumstances. This is the only guidance federal, state or local that HCAOG staff was able to find for this mandated program. Most of the information in this AGAIP comes straight from the Guide. HCAOG DRAFT UPDATE November 2017 1

OVERVIEW OF THE PLANNING PROCESS The FHWA and FAA deem the full planning process for an airport ground access improvement program to be long term, at twenty years or longer. This time frame allows the thoughtful analysis of such issues as land use change and land use policy, the Guide states, that require the longer time orientation. The seven steps of the AGAIP planning process, summarized by FHWA-FAA, are: 1. Define the problem: What is the policy issue being addressed? 2. Given the understanding of the policy issue, establish performance measures to monitor and evaluate the program. 3. Collect data needed to apply performance measures. 4. Understand the system s patterns, demand, and performance, and estimate future demands. 5. Develop candidate strategies and actions. 6. Assess effectiveness of alternative strategies and actions; select cost-effective actions. 7. Implement selected policy interventions/strategies; monitor established performance measures; adapt management based on feedback. Table 1 (next page) shows the purpose and examples of carrying out the seven steps. The AGAIP for ACV will follow the seven steps, revising, expanding, or combining steps as warranted. The defined problem (step one) and the improvements identified for solving the problem (step five), are described below under ACV s Dominant Policy Issues. Stakeholders will continue with the next steps to further develop and implement the AGAIP. Stakeholders include, but are not limited to, County staff from the Aviation Division/ACV and Fly Humboldt!, the Humboldt County Aviation Advisory Committee, and HCAOG committees, as well as interested members of the general public. AIRPORT GROUND ACCESS POLICY ISSUES COMMON AIRPORT GROUND ACCESS ISSUES Airports, in general, develop their airport ground access improvement programs to address one or more of the following issues or needs: Localized air quality problems, such that a jurisdiction is not meeting an air quality standard for a criteria pollutant or greenhouse gas emissions. Solutions could be to reduce motorized vehicle trips and to upgrade vehicles and machinery to more efficient and/or cleaner-fuel engines (e.g., replace all diesel equipment on the airside with electric or compressed natural gas). Quality of multi-modal access & service for passengers, where the airport managers are motivated to improve ground transportation choices for airport users, and reduce the number of motorized vehicle trips or single-occupancy vehicle (SOV) trips that the airport generates. HCAOG DRAFT UPDATE November 2017 2 Airport Ground Access Improvement Program

Table 1. FHWA s Seven-Step Airport Planning Process One: California Redwood Coast Humboldt County Airport Step Purpose Examples in Airport Access Define Problem and Policy Context Two: Define Performance Measures Three: Collect Data Needed to Apply Performance Measures Four: Understand Patterns and Demands Five: Develop Alternative Strategies and Actions Determine central policy issues faced by the airport. Its characteristic and setting defines what kind of performance is important to monitor. Measures are selected only after agreement on the nature (and priority) of challenges faced in and around the subject airport. Establish the measures to be used to determine success or failure of the system performance. Document both asset condition and level of performance, with a base-year inventory of intermodal systems physical and operational characteristics. Utilizing performance measures data, understand existing and projected conditions and patterns in ground access. Determine what project or combination of projects would most effectively address the identified policy issue/need. The need to: expand airport capacity; provide accessibility and support economic development in key areas; lower airport-related total VMT (vehicle miles travelled); minimize environmental damage to neighboring communities. Examples: traffic flow on the access roads; amount of choice offered to arriving passenger; percentage of region served by shared-ride services; percentage of passengers who arrive by other than private vehicle; cost and volumes for moving cargo and passengers. Data sources to examine airport access patterns include: periodic ground access surveys, ridership and revenue data, and regional trip tables based on a simulated process. Operational characteristics may include time, cost capacity and usage. Is demand skewed toward the central business district? Is congestion better or worse than it was five years ago? At times of greatest congestion, is the airport serving primarily resident non-business travelers or nonresident business travelers? What will conditions be like 5, 10 or 20 years from now? Policies range from curb striping that encourages non- SOV airport access, to creating exclusive right-of-way service Six: Evaluate Alternative Strategies and Actions Seven: Implement and Monitor Selected Policy Interventions Use established performance measures to analyze and evaluate alternatives; choose actions and policies to implement. Solve identified problem(s); understand effectiveness of implemented strategies. Revise strategies to increase or expand effectiveness. Evaluating alternative strategies can go beyond analyzing vehicle flows, and include concepts such as the mobility of people and goods, and accessibility to various destinations. A series of comprehensive ground access surveys are taken every five years, to track changes in different users /market segments travel behaviors. Airport-related congestion in ground transportation that negatively impacts roads on and near the airport. The traffic congestion may be contributing negatively to air quality, noise quality, mobility (e.g. travel times to/from airport for airport users and ground transportation services), fuel consumption, and may create localized impacts to nearby neighborhoods, as well as local to global environmental impacts. Poor ground access for freight businesses that use the airport. Bad circulation design, congestion, and lack of space are examples of factors that may be hindering goods movement and economic opportunities. Poor ground access/circulation for emergency response, which diminishes the effectiveness of emergency response and evacuations. Airport expansion plans, which opens opportunities for (and may require) redesigning ground transportation circulation, access, parking facilities, public transit services, etc. HCAOG DRAFT UPDATE November 2017 3 Airport Ground Access Improvement Program

A need to increase airport revenues/reduce costs, which motivates airport managers to reconsider, for example, parking fees, shuttle services, or switching airport transport services to private or in-house operations. ACV S POLICY CONTEXT The AGAIP shall be guided by and consistent with adopted plans, as well as updates, of the Arcata- Eureka Airport Master Plan Report, the County of Humboldt Airport Land Use Compatibility Plan Humboldt County Airports (amended 1998), and the Humboldt County Regional Transportation Plan. Arcata-Eureka Airport Master Plan Report (September 2005) Arcata-Eureka Airport s principal role, says the Master Plan Report, is to serve as a base of operations for scheduled airline services. The airport s role is also to serve as: A source of scheduled passenger and cargo service A point of air access to the community A site for emergency access to the community A place to conduct business A base for Humboldt County region pilots For the foreseeable future, the report states, it is anticipated that the operational role of Arcata-Eureka Airport as a commercial airport will remain essentially the same as at present. It is anticipated that with future development of the airport facilities that the airport will experience moderate growth over the long run. Regional Transportation Plan (RTP) Update HCAOG s regional transportation plan, VROOM, (2017) states the goal and objectives for the region s transportation system, which are: Overall Goal: HCAOG s goal is for Humboldt County to have a comprehensive, coordinated, sustainable, and balanced multi-modal transportation system, so that people in the region can travel and move goods safely and efficiently by the modes that best suit the individual or business/industry, and society at large. Overall Objective: Program all transportation funds based on multi-modal transportation goals and objectives, and needs and priorities as established in the Regional Transportation Plan. To achieve the overall goal and objective, HCAOG will pursue six main objectives/planning priorities for planning projects and programs. The objectives support one another and will apply to each transportation mode, framing each mode s policies. In alphabetical order, the objectives are: Balanced Mode Share/Complete Streets Environmental Stewardship Economic Vitality Equitable & Sustainable Use of Resources Efficient & Viable Transportation System Safety HCAOG DRAFT UPDATE November 2017 4 Airport Ground Access Improvement Program

Below are policies that set a national context for developing AGAIPs (Title 49-Transportation, Subtitle VII- Aviation Programs, (USC 47101; laws in effect on March 10, 2014). (a) General. It is the policy of the United States (5) to encourage the development of intermodal connections on airport property between aeronautical and other transportation modes and systems to serve air transportation passengers and cargo efficiently and effectively and promote economic development; (6) that airport development projects under this subchapter provide for the protection and enhancement of natural resources and the quality of the environment of the United States; (7) that airport construction and improvement projects that increase the capacity of facilities to accommodate passenger and cargo traffic be undertaken to the maximum feasible extent so that safety and efficiency increase and delays decrease; (b) National Transportation Policy. (1) It is a goal of the United States to develop a national intermodal transportation system that transports passengers and property in an efficient manner... (3) A national intermodal transportation system is a coordinated, flexible network of diverse but complementary forms of transportation that transports passengers and property in the most efficient manner. By reducing transportation costs, these intermodal systems will enhance the ability of the industry of the United States to compete in the global marketplace. (4) All forms of transportation, including aviation and other transportation systems of the future, will be full partners in the effort to reduce energy consumption and air pollution while promoting economic development. (5) An intermodal transportation system consists of transportation hubs that connect different forms of appropriate transportation and provides users with the most efficient means of transportation and with access to commercial centers, business locations, population centers, and the vast rural areas of the United States, as well as providing links to other forms of transportation and to intercity connections. (6) Intermodality and flexibility are paramount issues in the process of developing an integrated system that will obtain the optimum yield of United States resources. General Conformity Rule for Air Quality The State of California, federal government, and regional and local agencies set air quality standards, which may be different for some pollutants. A jurisdiction that meets an air quality standard is in attainment for that pollutant; otherwise it is in non-attainment. Air quality in Humboldt, Del Norte, and Trinity County is regulated by the North Coast Unified Air Quality Management District. The air in the district is considered to be in attainment of state and federal ambient air quality standards except for the State s 24-hour PM 10 standard. The two pollutants of greatest concern are ozone and particulate matter (http://ncuaqmd.org, April 3, 2014). The FHWA-FAA Guide gives direction regarding the federal General Conformity Rule: It is important to understand the type of air quality impacts that an airport must examine. The U.S. Environmental Protection Agency (EPA) has made it clear that the general conformity rule will cover new emissions, both direct and indirect, which the airport agency can practicably control, and which it will maintain control over due to a continuing operational responsibility. HCAOG DRAFT UPDATE November 2017 5 Airport Ground Access Improvement Program

Therefore, airports should check with the appropriate FAA Airports District Office to determine the need for determining air quality impacts under the general conformity rule. The regulation establishes that when an airport operator intends to spend federal funds on a project within the boundaries of the airport, the air pollution emissions impacts experienced off the facility must be documented to the standards required by the State Implementation Plan (SIP). In short, this means that airport operators must become involved in developing mitigation measures that minimize the growth of SOV (single-occupancy vehicle) travel. Relatively more recently, the FAA and US EPA directed a Proactive Role for Airports, including the following: First, general conformity evaluations are generally based upon emissions estimates. Therefore, EPA and FAA encourage airport operators to develop comprehensive emissions inventories for their facilities as well as estimates of future activity levels and emissions. This should include information on all sources of emissions, including passenger and employee commuting, aircraft, ground support equipment (GSE), stationary sources, and construction activities. Next, operators should work closely with local and State air quality agencies to ensure that the SIP accurately reflects all emissions at the airport and growth rates for operations at the airport. Airport operators should also evaluate the sources of pollutant within their control to determine how the pollution can be reduced or eliminated. This information can be very useful in designing a project to keep the emissions below the de minimis levels or to mitigate the increase in emissions from the project. (FAA & EPA, 2002) ACV S DOMINANT POLICY ISSUES HCAOG staff consults with the Humboldt County Aviation Advisory Committee (HCAAC) and County Aviation Division staff to identify and confirm ACV s ground access problems, potential solutions, and dominant policy issue(s). 1 They have confirmed that this comment in the FHWA- FAA Guide applies to ACV: For the airport manager in a region that has attained the national air quality standards, and that does not suffer from significant levels of congestion, the ground access issue turns to the standards of accessibility experienced by the user. The dominant ground transportation issue is the lack of pedestrian and bicycle connectivity to access the airport terminal from adjacent properties. Access and circulation infrastructure to and at the airport consists of the following: Airport Road provides direct access to and from the airport and connects to the nearby U.S. 101 Interchange and Central Avenue (a major arterial road). Anecdotal testimony reports that most drivers drive faster than 35 mph, the posted speed limit. A portion of Airport Road on the southwest side (across from the airport) has a curb and a tread-worn pedestrian trail, but it is not continuous. The northeast side of Airport Road, which accesses the airport, has no crosswalk, sidewalk/trail or curb. Airport Road has striped shoulders, but no designated bikeway. Within the airport grounds, Airport Loop Road provides direct access to the terminal. There is no sidewalk at the intersection of and Airport Loop Road and Airport Road. Airport Loop Road does not have sidewalk or bikeway access to the terminal. 1 Discussions during Humboldt County Aviation Advisory Committee s regular monthly meeting, October 2017. HCAOG DRAFT UPDATE November 2017 6 Airport Ground Access Improvement Program

The ACV airport currently has modest multi-modal amenities, as follows. It is served by two public transit lines: Redwood Transit System (local) and Amtrak (regional). Three car rental companies have staffed kiosks at the airport. Private (commercial) shuttle and taxicab companies and local hotels also provide ground transport. At the airport Business Park, a quarter-mile from the airport, bike rentals (including a helmet) are available for guests of the Holiday Inn Express & Suites. The HCAAC has identified infrastructure projects that would serve to improve pedestrian and bicycle access to and from the airport. The improvements are conceptual and need further study to determine scope, feasibility, design, and costs. The HCAAC has prioritized the proposed projects as follows: 1) Install a pedestrian crosswalk at Airport Road and Airport Loop Road. 2) Improve walkways from Airport Road to the terminal. 3) Install sidewalk on Airport Road. 4) Improve the walkway from the Airport Business Park (Concorde Drive and Boeing Avenue) to the airport (Airport Road). 5) Provide an overhang to cover passenger loading/unloading zone. 6) Provide covered walkways to terminal (within airport grounds). 7) Install bicycle storage. The projects could potentially be combined with larger construction projects and, as such, may be implemented in different order than listed. The proposed project to install sidewalk on Airport Road was added to HCAOG s Regional Transportation Plan (RTP), VROOM, in the 2017 update. The project is included in the project list (Table Streets-4) in the Complete Streets Element of VROOM. PERFORMANCE MEASURES After the airport manager and the advisory committee define the dominant policy issue(s) for the AGAIP and the corresponding intervention strategies, they will choose the parameters that will best measure and evaluate how well the strategy is doing. These parameters, or performance measures, evaluate the strategies and the system changes that the strategies are meant to induce. The FHWA-FAA Guide presents an example of Logan International Airport, in Boston, where the policy issue was the environmental damage to communities located adjacent to the airport. The Boston planners wanted a policy and an intervention strategy to minimize the number of people who were driving through the neighborhoods to get to the airport. They focused on measuring the relationship between the primary mode choices and the actual number of vehicle trips using the HCAOG DRAFT UPDATE November 2017 7 Airport Ground Access Improvement Program

roadways near the airport (i.e., average number of vehicle trips per passenger, VTPP). 2 The higher the VTPP is for a mode, the higher is airport-related congestion and air pollution. (For regions that do not have to examine a wide variety of policies to deal with congestion and air quality issues, the VTPP performance measure may require a more detailed level of analysis than is warranted.) Table 2. Ground Access Vehicle Trips per Air Passenger Trip MODE VTTP * Pick-Up/Drop-Off 1.29 Taxi 1.09 Parking 0.74 Rental Car 0.69 Door-to-Door Shuttle 0.33 Scheduled Bus 0.10 Rapid Transit 0.0 * Vehicle trips per air passenger Source: FHWA-FAA 1996 The FHWA-FAA Guide summarizes Boston s program thusly: Table 2 shows that in the common pick up/drop off mode, 1.29 vehicle trips are generated for each one-way air passenger trip. For the drive/park mode, only 0.74 vehicle trips are generated per air passenger trip. Therefore, one intervention policy might be to encourage the pick-up/drop-off trip to become a drive alone/park trip. A vehicle with two persons one of whom will then return home after dropping off the air passenger is not considered to be more efficient than a vehicle with one passenger going directly to the parking garage. Table 2 shows that moving 100 passengers from drop-off mode to park-alone mode would decrease vehicle trips by 55. (Similarly, moving 100 passengers from taxi to door-to-door shuttle would decrease vehicle trips by 41.) In this innovative evaluative method, any policy action that has the effect of moving the passenger to a lower ranking on the levels shown in Table 2 is considered to be positive, and vice-versa. For planning multimodal ground access, this method is exemplary in that it is modally blind and can be applied to a wide variety of possible policy interventions. The policy implications of the data on Table 2 are extremely important; for the data shows that influencing modal choices within the auto mode must be part of comprehensive access strategy, in addition to the traditional study of shifting passengers from automobiles to transit. Other performance measures, of course, can be used to evaluate the AGAIP s policies and strategies. Parameters might include total travel time, cost and volumes for moving cargo and passengers, capacity versus demand, accidents, perceived quality and the average time to transfer people or freight from one mode to another. Table 3 shows examples from the FHWA-FAA Guide. 2 Developed by Boston Central Transportation Planning staff based on information from a 1987 Air Passenger Survey. (FHWA-FAA 1996) HCAOG DRAFT UPDATE November 2017 8 Airport Ground Access Improvement Program

Table 3. Examples of Performance Evaluation Measures Goals Objectives Performance Measures Data Needed Source of Data Mode Split to Non-SOV* Modes Existence of Choices for Ground Access Accessibility Quality of ground service to airport. Affordability/ Cost Minimization Connectivity Between Modes Convenience Mobility Reliability Safety Increase balance of use across ground modes. Have nonmotorized and HOV* motorized options to airport. Minimize travel time. Optimize ADA access for ground transportation Provide high quality ground access. Minimize social costs. Minimize capital costs. Promote easy transfer between modes. Make transit as convenient as possible. Make bus/airport shuttles competitive with autos. Provide capacity for peak hour loads Improve on-time performance at terminals Improve safety in motion connecting modes. Percent of total airport users to shared ride services. Number and availability of ground access options, including pedestrian and bicycle facilities that connect to airport. Travel time to major destinations {This measure requires a method of calculating change in door-to-door times.} Extent of ADA compliance Headways, layover times, HOV vehicle cleanliness. Speeds and volume-to-capacity ratio (V/C) on transit, access roads, bikeways, walkways, parking lots. Structural condition, design standards. Subsidies and environmental costs. Meet short-term budgets. Meet long-term budgets (assumes long-range capital improvements, minimal/no backlog maintenance). Service availability between modes; time and distance of transfer between modes less than N minutes and N feet. Availability of remote intermodal ticketing and luggage support. Ratio of travel times. Extent of vehicle queuing, and overall delay Percent of ground transport ontime departures. Accidents per passenger mile, community concerns. Inventory of existing facilities and services. Airport and state transportation facility information, population and employment data, regional transportation simulations. Airport compliance schedules Condition of access facility, perceptions and ratings from ridership/users. Revenue recovery, quantified pollution costs. Cost/revenue balances (budgets), cost models, condition ratings. Layover times travel times Existing ticketing choices. Travel times and speeds, average time to transfer people or freight from one mode to another. Quantification of observed delay/back-up. On-time performance. Accident frequency and severity data, community perceptions/experiences. User surveys, as updated with modespecific reports. Site inventories, schedules, operating agreements, permits etc. State, regional, and local agencies. On-site inventory of compliance Field examinations/ inspections, performance audits, maintenance logs, user surveys. Traffic and ridership counts, capacity data. FAA summaries including subsidies, environmental models. Master plans, construction cost data; inventory. Schedules/timetables, facility and service specifications, plans, surveys. Inventory of services. Travel time studies, schedules, surveys. Carriers logs of ontime performance Carriers internal logs. Sheriff s/police Depts. and FAA records, surveys, interviews. *SOV=single occupancy vehicle; HOV=high occupancy vehicle. Source: FHWA-FAA 1996. HCAOG DRAFT UPDATE November 2017 9 Airport Ground Access Improvement Program

ALTERNATIVES FOR IMPROVING AIRPORT GROUND ACCESS AIRPORT CIRCULATION The different transportation modes that serve multi-modal ground access are: o Private automobile, motorcycle (drop-off/pick-up (kiss-n-ride), park-n-ride, short/longterm/employee parking, package drop-off, rental car) o Pedestrian (abled and disabled) o Public transit buses (local, express, intercity, tour, paratransit) o Private shuttles, limousines, taxis o Bicycles o Delivery vehicles (packages, mail, freight, baggage) When planning, designing, and managing a multi-modal ground access system, airport planners and managers consider the balance and circulation of modes to and around the airport. The components of airport land-side circulation include the following: Airport Roads Terminal curb areas o Primary airport access roads o Curb frontage o Terminal area access roads o Sidewalk platforms o Recirculation roads o Terminal entranceways o Terminal frontage roads o Pedestrian crossings and walkways o Service roads: General-use and restricted-use Public Transportation Areas o Bus stops o Bus Pullouts o Bus staging and parking areas Rental Car Areas o Parking area entrances and exits o Access road Public Parking Facilities o Short-term and long-term parking areas and/or structure o Parking lot entrances and exits Taxicab, Shuttle, and other commercial vehicles o Terminal curbside for pick-up and drop-off o Staging and parking areas o Storage (staging) and dispatching of taxi cabs, MARKET SEGMENTATION Air travelers can be segmented by purpose of their trip (e.g., business or non-business) and residency (e.g., resident of airport service area or visitor). The trip purpose will determine the importance of different ground access modes at a given airport. For example, airports that primarily serve tourists often have higher taxicab and rental car use than other airports. Residents are more likely to use a private automobile to get to and from the airport. Airport employees are an important market segment that accesses the airport by transit. The FHWA-FAA Guide reports on five large airports in areas with mature transit systems: Between 10 and 21 percent of employee trips to these airports use transit, and less than 10 percent arrive as auto passengers. Even though these airports are in metropolitan areas with the best transit systems in the country, over 70 percent of the airport employees drive to work. (T)hese data illustrate the importance of different modes HCAOG DRAFT UPDATE November 2017 10 Airport Ground Access Improvement Program

for providing service to different market segments and the importance of market segmentation for airport access planning. Below are excerpts of what the FHWA-FAA Guide suggests for improving airport ground transportation for: o Access roads (off-airport, near-airport, and on-airport) o Pedestrian and bicycle o Public transit o Automobile parking o High occupancy vehicles (HOVs) o Travel demand management (TDM) ACCESS ROADS When designing for multi-modal access, airport circulation designs should: o Separate pedestrians and vehicular traffic. o Establish pedestrian/bicycle networks. o Establish bicycle travel ways, separated from auto and bus lanes whenever possible. o Design pedestrian crossings with adequate sight distance, signing, and pavement markings to maximize safety. o Minimize the number of at-grade crossing points. Especially where the number of conflicts between pedestrians and vehicles are expected to be high, consider grade-separated pedestrian walkways. Not to be overlooked when examining the regional context of airports are needs related to emergency vehicle access to and from airports. To ensure adequate emergency medical service response times, the highway segments that constitute the shortest routes between hospitals/major medical centers and the airport, as well as redundant routes, should be identified and considered for improvements. In addition, the shortest routes from existing and planned local fire and rescue stations that support the airport should be identified and reviewed. Potential highway capacity bottlenecks for these vehicles should be identified and mitigated through geometric or operational changes (FHWA-FAA 1996). PEDESTRIAN & BICYCLE Virtually all trips include walking, so almost all airport users will be pedestrians for at least a leg of their journey. Bicycle travel will be used by airport passengers, employees, and visitors, too, although employees are presumably the most likely. Bicycle trips will also be combined with transit trips (e.g., a transit rider will being his/her bicycle on the bus to the airport). For airports, typical ground access enhancements include the following: o Provide covered walkways from public parking lots to entrances of terminal buildings. o Improve markings and lighting of pedestrian routes. o Improve ADA access from parking to curbside to terminals. o Install secured bicycle parking (short-term, long-term, covered, lockers). o Improve pedestrian and bicycle trails and walkways, especially those that connect intermodal terminals. HCAOG DRAFT UPDATE November 2017 11 Airport Ground Access Improvement Program

PUBLIC TRANSIT Multiple-stop routes serving the airport, because of frequency of stops and associated travel times, are usually less attractive to airport passengers and visitors than to airport employees. Public transit s marketability, generally, is considered high for employees, medium for resident passengers, and low for non-resident passengers. The FHWA-FAA Guide offers these ingredients for success: o Express or semi-express service to major activity areas (e.g., central commercial area/business district, tourist centers, residential areas with high density of airport employees). o Convenient schedule aligned with airport peak times (for air passengers and airport employees). o Competitive fare (transit fares cost less than parking). o Sheltered waiting areas for shuttle/bus stops. o Good visibility of signs and markers denoting shuttle/bus stops. o Passive and active security features (e.g., video or audio monitoring of platforms and station areas, well-lit corridors, visible elevators, roving security personnel). HIGH OCCUPANCY VEHICLES (HOVS) High occupancy vehicle services at airports are usually managed by the private sector. The most common HOV services are door-to-door shuttles (i.e. shared ride vans), courtesy vehicles, and charter buses. Large (international) airports will often manage HOV inter-terminal and parking shuttles. The service and operational issues that should be considered when designing HOV services include: o Maximize passenger comfort and convenience on vehicles (e.g., seating configuration and capacity, baggage storage space, the width and height of vehicle doors and steps, passenger shelter amenities, speed and reliability of service). o Minimize the frequency of stops, necessary transfers, and dwell times. o Reserve curb space for boarding/de-boarding at convenient, visible locations. o Develop desired performance measures (e.g., passengers per hour, vehicles per hour, minimum headway). o Establish operating procedures, including information regarding passenger pickup and dropoff, driver and vehicle requirements, and staging areas. o Consider the needs of disabled passengers in the provision of services (e.g., lift-equipped vehicles, audio information systems or driver announcements of stops, color and size of passenger wayfinding signs and symbols). o Identify fare collection methods and procedures that minimize passenger delay. Good wayfinding systems include: o Clear signage and graphics, posted in highly visible locations at frequent intervals throughout the terminal to facilitate passenger wayfinding. o Information describing fares, schedules, and best routes to popular destinations. o Pathways that allow passengers to identify their destination and minimize their reliance on signs. o Staffed information booths to supplement available signs and computerized terminals. HCAOG DRAFT UPDATE November 2017 12 Airport Ground Access Improvement Program

AUTOMOBILE PARKING Generally speaking, options for improving airport parking conditions include the following: o Reallocate space to match parking demand (air passenger, visitor, employee, rental car company). o Modify parking operations or rates. o Increase parking capacity by redesigning and/or constructing facilities. Airport parking can be allocated for different users (e.g., employees, air passengers, rental cars), different parking durations (e.g. long term, short term), or different levels of service (e.g., self-park, valet). Sometimes an airport will have enough total spaces, but too much is allocated to one user group and not enough to the other. For example, if the airport needs more long-term public parking, more spaces could be created by moving employee lots or converting them to longterm/remote parking lots. TRANSPORTATION DEMAND MANAGEMENT (TDM) Transportation demand management measures are designed to reduce the number of vehicle trips made, by shifting trips to higher-occupancy modes. Employees and travelers are the two major travel markets that access an airport, and each group demands different travel times and peak volume capacities. A study of California airports estimated that 40 percent of all vehicle trips to the airport and 20 percent of all airport-related vehicle miles traveled (VMT) are by employees, says the FHWA-FAA Guide. These estimates are probably transferrable to airports nationwide Most TDM measures are designed to encourage employees to use HOVs. The FHWA-FAA Guide also remarks that, Having a TDM program successfully reduce air passenger ground access trips is considerably more difficult than for employee trips. Air passengers are concerned about getting to and from the airport as quickly, conveniently and reliably as possible. Air passenger traveling on business, in particular, are often less price-sensitive to the cost of the access trip, including parking charges, and are willing to pay for the convenience of taking a taxi or parking at an airport. However, experience with work travelers has shown that if the cost of driving alone is increased and quality alternatives are provided, passengers making business and pleasure trips will be more likely to shift to higher occupancy modes. Some typical TDM strategies, described more below and in Table 4, include: o Managing High Occupancy Vehicles (HOV) o Financial incentives o Information and marketing o Parking management o Airport access fees and circulation control Managing HOVs Employers can support vanpooling by: Providing ride-matching assistance HCAOG DRAFT UPDATE November 2017 13 Airport Ground Access Improvement Program

Buying or leasing vans for employees use Subsidizing employee ownership or lease Subsidizing vanpools or riders by paying operational expenses and parking costs Insuring vans Maintaining and/or fueling vehicles Financial Incentives Employers can offer positive economic incentives to shift SOV drivers to ridesharing. Employees who use car/vanpools, transit, bicycles, or other alternatives to driving alone, can be enticed and rewarded with direct and indirect financial incentives. Rideshare subsidies, for example, pay employees either a pre-set amount, a reimbursement for actual travel costs, or pre-paid transit passes or coupons. Indirect financial incentives are measurable benefits with monetary, but non-cash, value. Examples of indirect financial incentives are: use of fleet vehicles for ridesharing; subsidized fuel or maintenance (provided on-site or with vouchers accepted at local gas stations); extra vacation time accumulated; catalog points awarded for ridesharing and redeemable for merchandise; free or discounted equipment (e.g., walking shoes, bicycles, etc.). Parking Management Program Perhaps the most effective TDM measure for airports is managing parking. Higher charges for airport parking will encourage employees and some passengers to look for alternatives to driving their automobile to the airport. However, there is a risk that higher parking prices will increase the drop-off of passengers, increasing airport-related congestion and air pollution. Table 4. TDM Strategies for Airport Ground Access TDM Strategies Characteristics Employee Market Segment Local Residents Visitors/ Tourists Airport Visitors Parking Prices/ Fees Parking rates can change based on modes X X X X X or time of day. Reduce Parking Supply Limit amount of parking available. X X X X X Employer-Sponsored Program matches employees who want to X Ride-Matching Program use commute alternatives. Preferential Parking for Reserved parking spaces near entrance to Ride Sharing building/work site for employees who X rideshare. Guaranteed Ride Home Commuters using a high-occupancy mode get free or subsidized emergency transportation, generally by taxi or rental Information, Marketing, and Promotions Transportation Coordinator Source: FHWA-FAA 1996. car, for the trip home. Post information via kiosks, bulletin boards, posters, flyers, website. Contests, prize drawings, rideshare fairs, commuter and bike clubs. Offers individual trip planning assistance, and actively encourages HOV modes through marketing and information. Meeter/ Greeter X X X X X X X X X X X X X HCAOG DRAFT UPDATE November 2017 14 Airport Ground Access Improvement Program

SOURCE MATERIAL Federal Highway Administration (FHWA) and the Federal Aviation Administration (FAA). 1996. Airport Ground Access Planning Guide. [http://ntl.bts.gov/docs/agapp.html#top, accessed November 21, 2013] County of Humboldt Arcata-Eureka Airport Master Plan Report. September 2005. (Prepared by Mead & Hunt, Inc.) REFERENCES Federal Aviation Administration. 2004. Bulletin 1: Best Practices-Surface Access to Airports. Federal Aviation Administration Office of Airport Planning and Programming, and Environmental Protection Agency Office of Air Quality Planning and Standards. September 25, 2002. General Conformity Guidance for Airports Questions and Answers. [www.epa.gov/air/genconform/documents/airport_qa.pdf] Gosling, Geoffrey D. Ph.D., Wei, Wenbin Ph.D., and Freeman, Dennis. June 2012. MTI Report 11-27: Collaborative Funding to Facilitate Airport Ground Access. Prepared for California Department of Transportation and U.S. Department of Transportation. Gosling, Geoffrey D. 2008. Airport Ground Access Mode Choice Models: A Synthesis of Airport Practice in ACRP Synthesis 5 (a publication of the Airport Cooperative Research Program of the Transportation Research Board). Lu, Xiao-Yun. 2005. Combined Quantitative and Qualitative Planning for Improved Intermodal Airport Ground Access in California in Intellimotion Vol. 11, No. 4 (a publication of California PATH). [www.path.berkeley.edu/publications/intellimotion/ im11_4.pdf] Shapiro, Phillip S. May 1997. Intermodal Ground Access to Airports: A Planning Guide - A Good Start. (Presented at 6 th Transportation Research Board Conferene.) [http://ntl.bts.gov/lib/7000/7500/7502/789764.pdf] Wei, Wenbin Ph.D., Gosling, Geoffrey D. Ph.D., and Freeman, Dennis. November 13, 2012. Strategies for Collaborative Funding of Intermodal Airport Ground Access Projects. (Presented at Transportation Research Board 2013 Annual Meeting.) HCAOG DRAFT UPDATE November 2017 15 Airport Ground Access Improvement Program